Truck and body locking device for railway cars



Dec. 4, 1956 K. F. NYSTROM 2,772,640

TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS Filed May 27, 1953 8 Sheets-Sheet 1 lx I \\\1\ \ma lk- INVENTOR I 7,; 4 22 /e STA 0e @EQZWOMN,

Dec. 4, 1956 K. F. NYSTROM TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS Filed May 27, 1953 8 Sheets-Sheet 3 INVENTOR amme K. F. NYSTROM TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS 8 Sheets-Sheet 4 Dec. 4, 1956 Filed May 27, 1953 Dgc. 4, 1956 2,772,640

TRUCK AND BODY LOCKING DEVICE FQ BAILMY CARS Filed May 27, 1953 K. F. NYSTRQM 8 Sheets-s 5 NVENTO Dec. 4, 1956 K. F. NYSTROM 2,772,640

TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS Filed May 27, 1953 8 Sheets-Sheet 6 INVENTOR ATTORNEY Dec. 4, 1956 K. F. NYSTROM -2,772,340

' TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS Filed May 27, 19 55 ,8 Sheets-Sheet 7 Ta. 3 0 g A35 //6I/ 5 a5 I I I20 2/11 g k mi 11% 1' 1E: E' Q 7 u I INVENTOR m TIE-5 a W ATTORN Y Dec. 41 1956 K. F. NYSTROM ,772,

TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS 8 Sheets-Sheet a Filed May 27, 1953 ATTORN Y INVENTOR OVW' lvllll I United States Patent TRUCK AND BODY LOCKING DEVICE FOR RAILWAY CARS Karl F. Nystrom, Chicago, Ill., assignor to International Steel Company, Evansville, Ind., a corporation of Indiana Application May 27, 1953, Serial No. 357,691

18 Claims. (Cl. 105-499) My invention relates broadly to structures for lock- ?ing trucks to railway car superstructures and more parnticularly to an improved structure for preventing the accidental separation of car trucks from car bodies, while .allowing adequate orientation of the truck with respect ito the car body for negotiating all approved railway curves.

One of the objects of my invention is to provide a :structure for holding the body and truck of a railway car together in the event of a derailment or under conditions of heavy switching where cars are often knocked oft center.

Another object of my invention is to provide a con- :struction of means for locking railway car trucks to railway car superstructures while allowing adequate :swiveling of the trucks within allowable limits in each direction from normal position to permit the negotiation of maximum approved track curvature.

Still another object of my invention is to provide :means for locking railway car trucks to the railway car :superstructure for preventing accidental separation of the truck from the superstructure while allowing swiveling of the truck with respect to the car body in either direction and providing an arrangement of replaceable lock bar detachably supported in a lock base, and wherein the lock bar is capable of being replaced from time to time without renewal of the entire lock base.

A further object of my invention is to provide a construction of means for locking railway car trucks to railway car superstructures in which a pair of lock base members are secured to the railway car superstructure and provide supports for replaceable lock bars which engage coacting projections formed on the railway car truck, the lock bars also serving as limit stops for restricting the swiveling of the car trucks within allowable limits in each direction from normal position for permitting the car trucks to negotiate the maximum authorized track curvature.

Another object of my invention is to provide a construction of lock base that can be readily cast integrally with a combination rear-draft lug and bolster center filler for locking car trucks to the rear-draft lug and bolster center filler.

Other and further objects of my invention reside in a structure of combined lock bar and limit stop for railway car trucks and car superstructure as set forth more fully in the specification hereinafter following by reference to the accompanying drawings, in which:

Figure 1 is a transverse sectional view through a railway car center sill forming part of a railway car superstructure and illustrating a car truck associated therewith through the locking means of my invention; Fig. 2 is a horizontal sectional view taken on line 22 of Fig. 1 and illustrating the manner in which the lock projections on the car trucks are slidably interlocked with the lock bars supported in the railway car superstructure; Fig. .3 is a transverse sectional view similar to the view illustrated in Fig. 2 and showing the manner in which the lock bars function in dual capacity as abutments for restricting the orientation of the truck with respect to the railway car superstructure in negotiating allowable curves in addition to the slidable interlock provided between the lock projections carried by the trucks and the lock bars associated with the superstructure; Fig. 4 is an enlarged vertical sectional view taken substantially on line 4-4 of Fig. 1 and illustrating the coaction of the lock projections carried by the truck and the lock bars associated with the railway car superstructure; Fig. 5 is a fragmentary elevational view looking in the direction of the interior wall of the lock base and showing particularly the aligning pad on the lock base and the manner of supporting the replaceable lock bar; Fig. 6 is a plan view of a modified form of replaceable lock bar; Fig. 7 is a longitudinal sectional view through the lock bar taken on line 7-7 of Fig. 6; Fig. -8 is a side view of the truck lock embodying my invention and showing the truck bolster in section, the bolster being shown in a normal position with respect to the center sill; Fig. 9 is a view similar to the view shown in Fig. 8, but illustrating the bolster oriented to one of the extreme positions to which the truck turns in negotiating a maximum curve and where the lock bar performs the further function as a limiting abutment for limiting the orientation of the truck; Fig. 10 is a horizontal sectional view taken through the center sill and illustrating the normal position of the railway car truck with respect thereto and showing the assembly of the lock structure of my invention in position for securing the truck to the railway car superstructure; Fig. 11 is a view similar to Fig. 10, but showing the railway car truck oriented to a maximum position for negotiating a curve wherein the lock bar serves its additional function as a limiting abutment for restricting the turning of the truck with respect to the railway car superstructure; Fig. 12 is a perspective view of the lock base employed in the structure of my invention and showing particularly the arrangement of an aligning pad on the interior side wall of the lock base; Fig. 13 is a side elevational view of the lock projection which extends with respect to each side of the truck bolster; Fig. 14 is an end view of the projection shown in Fig. 13; Fig. 15 is a vertical sectional view taken on the line 1515 of Fig. 13; Fig. 16 is a perspective view of the lock bar which performs the dual function of slidably interlocking the truck and the railway car superstructure; Fig. .17 is a perspective view of the truck bolster illustrating the manner in which the projections extend therefrom; Fig. 18 shows the application of the truck lock of my invention to a combination rear-draft lug and bolster center filler, the view being taken substantially on line 18,18 of Fig. 19; Fig. 19 is a vertical sectional view through the combination rear-draft lug and bolster center filler with the truck lock of my invention shown in vertical section cast integral therewith, the view being "taken substantially on line 1919 of Fig. 18; Fig. 20 is a front view of the combination rear-draft lug and bolster center filler with the truck lock of my invention shown cast integral therewith, the view being taken looking in the direction of arrow A in Fig. 19; Fig. 21

is a vertical sectional view taken substantially on line 2121 of Fig. 19 but illustrating the bolster revolved 90 to show the lock projections thereon; Fig. 22 is an enlarged fragmentary longitudinal sectional view through a further modified form of truck lock embodying my invention; Fig. 23 is a fragmentary plan view showing the form of my invention illustrated in Fig. 22; Fig. 24 is. a fragmentary transverse sectional view showing the orientation of the truck according to the form of my invention illustrated in Figs. .22 and 23; Fig. .25 is an end view of the truck lock shown in Figs. 22 and 23; Fig. 26 is a plan view of one of the lock bases employed in the construction of my invention shown in Figs. 22-24; Fig. 27 is an elevational view lookim toward the pad of the lock base shown in Fig. 26; Fig. 28 is an end view of the lock base shown in Figs. 26 and 27'; Fig. 29 is a side View of the replaceable lock bar used with the loclt base of Figs. 26-28; Fig. 30 is a top plan view of the replaceable lock bar used with the lock base of Figs. 26-28; Fig. 31 is a plan view of the truck center plate lug employed in the form of my invention shown in Figs. 22-24; and Fig. 32 is an end view of the truck center plate lug shown in Fig. 31.

My invention is directed to an improved construction of truck lock for slidably connecting a railway car superstructure in a manner which permits easy assembly and disassembly of parts and which permits replacement of parts subject to wear without the necessity for replacing the entire base structure. The truck lock of my invention permits the orientation of the truck with respect to the railway car superstructurethrough all allowable angles approved for negotiating authorized railway curves. The truck lock of myv invention permits swiveling of the truck with respect to the railway car superstructure at least 1l degrees in each direction from normal position providing a maximum allowable displacement in a horizontal plane of 22 degrees. The improved truck lock of my invention is assembled from a minimum number of parts including a pair of spaced lock bases having interiorly disposed aligning pads thereon and mounting means for a lock bar which projects through the lock base and is formed on peripheral curves at each end thereof which serve as limiting abutments for the orientation of the truck in either horizontal or angular direction. The lock bar also provides the bearing surface over which projections extending from the truck bolster may variably slide as the truck orients with respect to the railway car superstructure. The aligning pads carried by each coacting lock base so center the projections which extend from the truck bolster that minimum vibration or chattering occurs. As the bearing surfaces on the lock bars wear down, these lock bars are readily replaced in the lock bases with minimum of labor. The truck lock of my invention has been found highly effective in preventing the truck from being disengaged from the railway car superstructure under conditions of impact due to switching or derailment which tends to raise the railway car underframe from the trucks. With the structure of my invention, the tendency of the railway car to leave the trucks is greatly impeded, thereby increasing safety of operation and retarding the dangers of tele scoping of adjacent cars under conditions of accident where the railway car superstructures, upon coming loose from the trucks, ram one into another. The projections on the truck bolsters in the structure of my invention may be either integrally cast thereon during fabrication of the bolster sections or may be welded to the bolsters, as shown herein by way of example.

My invention will be more fully understood by more detailed reference to the drawings, in which reference character 1 designates the center sill of a railway car underfrarne, across the flanges Zand 3 of which there is secured the bottom cover plate 4 and to which the bolster casting 5 posed beneath the bolster casting 5 and is supported inthe annular portion 7 of the transverse bolster 8. The annular portion 7 of the transverse bolster 8 has an upwardly extending annular upstanding rim 9 thereon as shown more clearly in Fig. 17 for confining the move ment of the body center plate 6 within the annular upstanding rim 9. The bolster pin 1%) shown in dotted lines in Fig. 4 serves to confine the bolster casting 5, the bottom cover plate 4, the body center plate 6, and the is secured. The body center plate 6 is dis-' bolster 8. for maintaining the truck in alignment with. the railway car superstructure.

In addition to the pin connection 10, thus described, I provide at diametrically opposite sides of the bolster and immediately below the annular upstanding rim 9 lock projections which I have designated at 11 and 12. The structure of-the lock projections is shown more particularly in Figs. 13-15. Figs. 13-15 illustrate more particularly the structure of lock projection 11, but it will be understood that the lock projections 11 and 12 are identical in construction. The lock projection 11 includes a horizontally extending portion terminating in a curved face 11a formed on a radius conforming to the curvature of the annular upstanding rim 9. The interior of projection 11 terminates in a pair of angular disposed faces 11b and 11c, the face 110 constituting the major face and the face 11b constituting the minor face. These faces provide surfaces which are welded directly beneath the outwardly projecting inclined annular wall 14 of the annular upstanding rim 9. There are spaced angularly disposed reinforcement portions 15' and 16 on the projections which abut the exterior surface of the annular upstanding rim- 9; The spaced reinforcement angular portions 15 and 16 and the projections 11 and 12 are all welded to the exterior of the bolster. The corresponding parts of projection 12 have been indicated by the same reference. characters which designate projection 11 with a prime indication added thereto.

In lieu of the welded connection of the lock projections 11 and 12 to the bolster, I may cast the, projections integral with the bolster with appropriate reinforcement to insure against shearing under conditions of severe strain.

The projections 11 and 12 extend laterally over the lock bars designated at 17 and 1S and shown more particularly in Figs. 6 and 16. The lock bars 17 and 1 8 are symmetrically formed and there are no rights and lefts. The bars are apertured at opposite ends and are provided with an intermediate plane-bearing surface. Bar 17, for example, illustrated more particularly in Figs. 6, 7 and 16, is apertured at opposite ends at 17a and 17b with the plane bearing surface 17c located therebetween. Bar 18 is correspondingly shaped and is apertured at opposite ends as represented at 18a and 18b with a planebearing surface 13c therebetween. Each lock bar has curved'ends which serve as limiting stops against which the truck bolster 8 abuts as the truck bolster 8 orients in the course-of negotiating various railway curves. The l-ock'bars 17 and 18 are mounted on inwardly directed ledges of the lock bases 19 and 20. The lock bases are substantially Z-shaped in section and have their flanges extending transversely to the axis of the center sill '1. The upper flanges of the lock bases 19 and 20 are directed, outwardly at 1911 and 20m respectively, and are welded to the bottom cover plate 4 which, in turn, is secured across the center sill 1. The lower flanges "19b and 20b are directed inwardly toward the bolster 8 and serve as ledges for-detachably supporting the lock bars 17 and 18. The plane-bearing surfaces and of the lock bars 17 and 18 are disposed immediately below the under surfaces of the projections :11 and 12 and provide slidable supports for the said projections on which the projections may be angularly displaced.

The interior faces of the lock bars 19 and 20 are each The lock bars 17 and 1 8 which are supported on the lower flanges 19b and 20b are detachably secured in position by means of headed bolts 25, 26, 27 and 28, the heads of which abut against the reduced section ends of the lock bars 17 and 1-8, and the screw-threaded shanks of which extend through apertures 17a, 17b, 18a and 18b in the lock bars 17 and 18 and through the apertures 19b, 19b and 20b and 20b" in the opposite ends of the lower flanges '19 and 20b of the lock bases 19 and 20. The depending screw-threaded ends of the headed bolts are engaged by nuts 25a, 26a, 27a and 28a associated with locking means 25b, 26b, 27b and 28b which prevent loss of the securing bolts. The material of the lower flanges 19b and 20b is recessed, as represented at 19c and 20c, respectively, across which the lock bases 19 and 20 extend as a removal bridge. The recessed portions 19c and 200 of the lower flanges facilitate the introduction and removal of the lock bars onto and from the lower flanges 19b and 2%.

With the truck lock thus assembled, the truck is fastened to the railway car superstructure with the lock bases 19 and 20 extending transversely of the center sill and the curved extremities of the lock bars 17 and 18, shown at 17d and 17:2 and 18:2 and 18d, serving as abutment stops as the car truck orients to either of two limiting positions when the truck turns in accordance with the track curvature while the truck negotiates the curve within limits of 11 degrees in either direction. The normal position of the lock projections with respect to the lock bars is as set forth in Figs. 2 and 10. The maximum orientated positions for the lock bars is shown in Fig. 3 in which the full line position of the bolster 8 indicates the bolster 8 rotated to a position in which the truck follows a maximum approved railway track curve and where the truck is restricted in its angular movement by abutment of the bolster 8 with the curved face 17e of lock bar 17 and the curved face 18e of lock bar 18. In this position the projections 11 and 12 remain engaged over the plane-bearing surfaces 170 and 180 of the lock bars. When the truck orients in the opposite direction, the truck may turn to the position in which the bolster occupies a remote position indicated at 8' restricted by the curved face 17d of lock bar 17 and'curved face 18d of lock bar 18, the projections 11 and 12 remaining engaged over the plane bearing surfaces 17c and 180 of the lock bars 17 and 18.

Fig. is an enlarged view showing the normal position of the car truck with respect to the center sill 1 and showing more fully the manner in which the truck is locked with respect to the railway car superstructure.

In Fig. 11 I have shown more clearly the manner in which the truck is resricted invits orientation by abutment of the bolster 8 with respect to the curved faces of the lock bars. Similar reference characters are used to indicate corresponding parts throughout the several views. In order to fully explain the invention, certain of the parts have been shown more widely spaced from their adjacent parts than actually occurs in the actual assembly and operation of the parts. For example, the welded connections between the projections 11 and 12 and the opposite outside Walls of the bolster provide for the close fitting relation of the projections 11 and 12 with the outside walls of the bolster, but in order to fully explain the manner in which the parts interchange, I have exaggerated the spatial relation of these parts. Also the separation of the aligning pads 21 and 22 from the curved peripheral edges of the projections 11 and 12 has been exaggerated in order to more clearly explain the cooperative relation of the projections and the aligning pads.

As the flat-bearing surface of the lock bars 17 and 18 wear and replacement of the look bars becomes necessary, the securing bolts 25, 26, 2'7 and 28 at opposite ends thereof and their associated lock nuts 25a, 26a, 27a and 28a and the coacting interengaging locking means 25b, 26b, 27b and 28b are readily removed and the lock bars 17 and 18 withdrawn providing for replacement lock bars to be installed and the securing bolts, lock nuts and locking means restored to their original positions. Thus it becomes unnecessary to remove or replace the lock bases 19 and 20.

Because of the very severe strains and tensions to which the truck lock of my invention is subjected, I provide special locking means for securing nuts 25a, 26a,

27a and 28a to the fastening bolts as shown at 25b, 26b, 27b and 28b. The locking means 25b28b are com stituted by horizontally disposed substantially Z-shaped members having one portion projecting upwardly and engaging opposite ends of the lower flange of the lock base and the other end depending downwardly and engaging one side of the securing nut. The fastening bolts pass through the Z-shaped members and maintain them in position so that the fastening nuts are prevented from turning by positive means locked against the lock bases.

The forms of the replaceable lock bar shown in Figs. 6 and 7 and Figs. 29 and 30 are modified forms of the lock bar as distinguished from the lock bar illustrated in Figs. 1-5 and Figs. 8, 10, 11 and 16. The dimensions in the two instances are different. Because of the close similarity of the structures, the same reference characters have been used to designate the corresponding parts of and lock bars in the two illustrated forms thereof.

As heretofore pointed out, my invention may be embodied in a number of different forms as the truck lock may be cast integral with a combination rear-draft lug and bolster center filler as shown in Figs. 18-21. In this arrangement, the casting constituting the combination rear-draft lug and bolster center filler is represented at 29 where the rear-draft lugs are indicated at 30 and the bolster center filler is shown as having the vertically extending center pin guide 5 extending vertically therethrough and connected with the body center plate represented at 31. The body center plate is cast integral with the lower portion of the rear-draft lug and bolster center filler as shown more clearly in Figs. 19 and 21 for receiving the annular upstanding rim 9 and the attached projections 11 and 12 which are confined in their movement by the aligning pads shown at 21 and 22 and controlled in their movement over the lock bars 17 and 18 which are secured to the lower flanges 19b and 20b by means of detachable bolt members. The lower flanges 19b and 20b are integral with the lock bases represented at 19' and 20' which are integral with the lower portion of the bolster center filler casting 29. Strengthening flanges 32 extend between the lower plate 33 of the bolster center filler and the vertically extending center pin guide 5. The bolster bottom cover plate 34 is shown extending from a welded connection 3411 with the bolster center filler casting 29 outwardly to the railway car underframe structure. By casting the railway car truck lock integral with the rear-draft lugs and the bolster center filler, a number of manufacturing operations are saved and the assembly greatly simplified. There are certain structures in which the position of the projections 11 and 12 are more effective when located at the upper extremity of the annular portion of the bolster. Such an arrangement is illustrated in Figs. 23- 32.

Figs. 23, 23 and 24 illustrate more clearly the assembly of truck lock where the projections shown at 11" and 12" are located adjacent the top of the upstanding rim 9" of the annular portion 7 of the bolster 8". Figs. 23 and 24 illustrate particularly the manner in which the bolster 8" is restricted in its orientation from one angular position to another by the abutment of the bolster 8 with the opposite ends of the lock bars 17" and 18". Figs. 29 and 30 illustrate more clearly the shape and construction of the lock bars 17" and 18" represented, for example, by lock bar 17'. having bearing surfaces The general shape of the projections 11" and 12" are shown in Figs. 31 and 32, as exemplified by projection 11", before being welded to the lower portion of the annular upstanding -9" of the annularportion 7 of the bolster, 8"..

Where the projections 11 and 12 arelocated adjacent the top, of the annular upstanding rim 9", the shape of the lock bases is as shown at 19", and 20 Where the aligning pads 21 and22" areraised to provide .abutments forthe projections 11 and 12" and Where the lock bars 17" and 18 extend in positionsbeneath the aligning pads 21" and 22" and beneath the projections 11 and 12", as shown, thus providing a firmsupport for, thebody center plate 6" beneath the bolster casting .5. Figs. 25-28 illustrate more particularly thestructure of the lock bases andvtheir associated components for the form of my invention illustrated in Figs. 22-24.

Under conditionswhere. exceptionallysevere strains maybeanticipated I provide reinforcing angle members 35 and 36 which are shaped to fit, adjacent the lock bases l9; and 20" shown in Figs. 22-25. The reinforcing angle members 35 and 36 are fitted immediately adjacent the Z-sheaped sections of the lock bases leaving a slight space 35:: and 36a therebetween, and are welded atone ened to the lower horizontally extending flanges of the lock bases 19" and 20" as indicated at 35' and 36' and at their upper ends to the topflanges of the lock basestas indicated at 35S" and 36". The angle members 35 and36 substantially reinforce the lock bases 19" and 20'. against shear forces in cases of sliding derailments where extremely high shear stresses are developed.

The assemblies, as set forth herein, have been found highly. practical and efiicient in operation, and while I have described my invention in certain of its preferred embodiments, I realize that modifications may be made, and I desire that it be understood that no limitations upon my. invention are intended other than may be imposed by the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is as follows:

1. Means interconnecting a truck with the superstructure of a railway car comprising a-pair of depending lock bases supported from a railway car superstructure on opposite sides of a body center plate, a truck bolster having an annular portion interfitting with the body center plate, said truck bolster having projections on diametrically opposite portions thereof, said lock bases having rigid web portions depending downwardly below 1 said projections and having integral flange portions extending beneath said projections and lock bars detachably secured to the last mentioned portions of said lock bases and extending beneath the projections on said truck bolster for locking the. truck bolster with respect to the railway car superstructure while permitting orientation of the truck bolster.

2. Means for locking railway car trucks with respect to a railway car superstructure while permitting orientation of the railway car truck comprising a body center plate, a railway car frame structure, a pair of lock bases secured to the undersurface of the railway car structure on'opposite sides of said body center plate, a truck bolster connected with said railway car structure and having an annular portion coacting with the body center plate, projections extending diametrically from the exterior wall of said truck bolster toward said lock bases said lock bases comprising spaced rigid angle members each hav ing a vertically disposed web and .a horizontally extending flange directed toward each other, and insertable and removable lock bars carried by said lock bases and confined to a position beneath said projections for maintaining the truck bolster in interlocked relation to said railway car structure while allowing orientation of the truck bolster,

3. Means for locking ,railway car trucks with respect to a, railway car structure whilepermitting orientation of thgrailway car. truck, asset forthin clairn ,2,'in which said locl; ,bases include aligning pads mounted, on the ,in-,. terior wallsthereofjn substantially horizontal alignment with the. edges of the projections .on said truck. bolster,

forlimitingthe displacementof the truck bolster.

4. Meansfor. locking railway .car trucks withrespect to a railway car superstructure while permitting orientationof the railway car truck, as set forth in claim.2, in

whichv said lock bases each have aligning pads mounted on the interior faces thereof in horizontal alignment with theedges of the projections on said truck bolster and wherein said lock bars extend beneath the said aligning pads and the said coacting projections.

5. Means for locking railway car trucks with respect to a railway'car structure while permitting orientation of the 'railway carvtruck, as set forth in claim 2, in which said lock bases extend in directions normal to the longitudinal axis of the railway car structure and in which the lock bars carried by said lock bases are positioned body center plate, the annular portion of said truck.

bolster including diametrically disposed projections extending laterally therefrom, said lock bases having flanges on the lower extremities thereof directed toward said truck bolster, lock bars detachably mounted on said flanges in a position-engaging the undersurface of said projections and in positions aligned with the side walls of the truckbolster, said lock bars being provided with curved faces on their opposite end portions forming limiting stops forthe side walls of said truck bolster as said truck bolster orients-during the negotiation of curves by the truck along a track system for establishing a'butments beyond which said truck bolster is prevented from orienting.

7.Means for locking railway car trucks with respect to a railway car structure, as set forth in claim 6, in which said lockbases-each have a transverse section which is substantially 'Z-shaped and where the upper portion of each- Z-sh-aped section is secured to the undersurface of the railwaycar structure.

8. Means for locking railway car trucks with respect to a railway car structure, as set forth in claim 6, in which said lock bases each'havea substantially Z-shaped section including oppositely directed upper and lower flanges and wherein said upper flanges are secured to the railway car structure while said lower flanges detachably support said lock bars said upper and lower flanges being connected bolsteras the truck bolster orients in its movement about the body center plate.

It). .Means for-locking railway car trucks with respect to a railway car structure, as set forth in claim 6, in which each of said lock bars is supported on said lock bases by insertable and removable bolts enabling said lock bars to be readily installed, removed and replaced.

11. Means for locking railway car trucks withrespect' to a railwaycarstructure, asset-forth in claim 6, in which 1 said, truck center plate is carried by a truck bolsterand wherein; said loelgbars have a relatively flatsideportion.

intermediate the opposite ends thereof and wherein the opposite ends of each of said lock bars are formed on curves which when contacted by the side walls of the truck bolster serve as limiting abutments for restricting the movement of the truck bolster beyond predetermined limits.

12. Means for locking railway car trucks with respect to a railway car structure, as set forth in claim 6, in which the lower flanges of said lock bases are provided with lateral extensions on each end thereof and are recessed intermediate the said lateral extensions for facilitating the introduction and removal of the lock bars with respect to said lock bases, and wherein the lock bars and the projections on said lower flanges are perforated for the passage of detachable fastening bolts.

13. A combined rear draft lug, bolster center filler and truck lock for railway cars, comprising a rear draft lug, a truck center plate having laterally extending projections at opposite sides thereof, a bolster center filler having a centrally depending body center plate and a pair of lock bases spaced from the front and rear of said de pending body center plate and integrally connected with said bolster center fillter and extending downwardly in planes substantially normal to the center line of said rear draft lug, and beneath the projections on said truck center plate, lock bars carried by said lock bases and positioned for slidably confining the laterally extending projections of the truck bolster on the upper surfaces thereof.

14. A combined rear draft lug, bolster center filler and truck lock for railway cars as set forth in claim 13 in which said lock bases which are integrally connected with said bolster center filler carry aligning pads which serve as abutments for the edges of the laterally extending projections of the truck bolster.

15. A combined rear draft lug, bolster center filler and truck lock for railway cars as set forth in claim 13 in which the lock bars which are supoprted by the lock bases that integrally connect with said bolster center filler are detachably bolted to said lock bases and serve at the opposite ends thereof as confining abutments with respect to the bolster for limiting the angular movement of the bolster with respect to the bolster center filler.

16. Means for locking railway car trucks with respect to a railway car superstructure as set forth in claim 6 in which said lock bases have a transverse section which is substantially Z-shaped and where the upper portion of each Z-shaped section is secured to the under surface of the railway car superstructure and wherein an angle member is disposed adjacent the exterior of the Z-shaped section of each lock base for reinforcing the lock bases against shear forces.

17. Means for locking railway car trucks with respect to a railway car superstructure as set forth in claim 6 in which said lock bases have transverse sections which are substantially Z-shaped, the said sections terminating in an upper horizontally extending flange secured to the under surface of the railway car superstructure at one end and terminating in a lower horizontally extending flange at the other end and angle members enveloping the exterior of each of said Z-shaped sections, said angle members having one flange secured to the substantially horizontally extending flange of the upper end of said Z-shaped sections and said angle members having their lower flanges secured to the lower flanges of said 2- shaped sections.

18. Means for locking railway car trucks with respect to a railway car superstructure comprising a pair of lock bases depending from the railway car superstructure on opposite sides of a body center plate, each of said lock bases comprising a horizontally extending upper flange attached to the railway car superstructure, a vertically depending web and a horizontally extending bottom flange integrally connected with the lower extremity of each of said webs and projecting toward each other on opposite sides of said body center plate, projections extending from diametrically opposite exterior walls of said body center plate toward said lock bases and substantially above said horizontally extending flanges on the lower extremities of said webs, a pad carried by the interior faces of each of said webs for restricting the lateral displacement of said projections, an insertable and removable locking bar supported by each of the horizontally extending bottom flanges of said lock bases in positions for supporting the projections on said body center plate, the axes of said bars extending in directions substantially tangent to said body center plate and an angle member associated with each of said lock bases, and reinforcing said lock bases against shear, each angle member including a vertically disposed web and a horizontally extending flange, the upper extremity of the web of each angle member being connected with the first mentioned upper flange of said lock bases and the horizontally extending flanges of each of said angle members being connected with the under surface of said horizontally extending bottom flange of the associated lock base, the webs of each of said angle members being spaced from the rear face of the web of the associated lock base.

References Cited in the file of this patent UNITED STATES PATENTS 1,555,288 Jeblow et a1. Sept. 29, 1925 2,482,168 Grutzner Sept. 20, 1949 2,514,034 Dean July 4, 1950 2,600,704 Travilla et a1. June 17, 1952 

